Automatic fuel weighing device



April 17, 1956 D. P. lRlON 2,741,914

AUTOMATIC FUEL. WEIGHING DEVICE Filed Dec. 28, 1953 2 Sheets-Sheet l DA NIEL P. /R/ON BY IM? A T TORNE April 17, 1956 D. P, lRlON 2,741,914

AUTOMATIC FUEL WEIGHNG DEVICE A TTORNEY.

United States Patent O yad AUTOMATIC FUEL WEIGHNG DEVICE Daniel P. Irion, Algonquin, lil., assiguor to The Pure @it Company, Chicago, Ill., a corporation of @hin Application December 28, 1953, Serial No. 460,682

3 Claims. (Cl. 73-113) This invention relates to a device which measures the mass ow of a liquid. It is more concerned with the control component of the device which controls the volumetric flow and mass rate measurements.

The susceptibility of liquid fuels employed in various types of prime movers to volume changes due to temhandle a wide variety of liquid fuels of different densif" ties. There are a number of apparatus described in the prior art which accurately, automatically, and rapidly check the fuel consumption of various types of fuel consuming engines under test conditions. One of the most efficient apparatus which is employed in this work is the fuel metering apparatus described by Ellison in U. S. Patent No. 2,571,695. This device consists essentially of four component sections, namely, a fuel supply and metering section, a load or delivery point, a power supply and recording section, and a control section containing a plurality of relays. In spite of the nicety of design of the fuel Weighing device described in U. S. Patent No. 2,571,695, it is difficult to stop the entire operation if something goes wrong with the engine or test apparatus to which the fuel is being fed; the device is diicult to adjust and will not automatically reset itself after power failure. In addition, out of phase oscillation or bouncing of the beam balance employed in the supply and metering section can occur. When this occurs, the normal cycle of operation is disrupted and the device gets out n of sequence.

Accordingly, it is the principal object of this invention to provide a control section, which, through the interaction of a plurality of relays, will cooperate with a fuel supply and metering section, a load or delivery point, and a power supply recording section to provide an improved automatic device for accurately metering the mass rate of ilow of liquids. This and other objects will become more apparent from the following detailed description of the instant invention.

Figures l and 2 constitute a schematic representation of the complete apparatus showing the various component sections integrated into a unit for automatically measuring liquid How by weight.

In an apparatus of this nature, when it is being employed as a fuel weighing device, there is a sequence of operations which make up a complete cycle. Initially, a specific amount of liquid fuel is caused to ow from a suitable device and is supplied to a receiving vessel. The ow of fuel from the main source is stopped and the specific amount of fuel is transferred from the receiving vessel to the engine where it is consumed. This flow is 2,741,9i4 Patented Apr. 17, 1956 interrupted after a definite amount has been consumed and the time required for consumption is noted. At this point, the mass ow rate of fuel consumption can be accurately, automatically and rapidly determined. The engine may continue to operate on fuel which is now pumped to the engine directly from the main source of supply thus completing the cycle. Reference to Figure l will show that this sequence can be efficiently carried out by means of an apparatus which consists of a fuel source 10 which is connected to a fuel consuming engine 11 by means of conduit 12 which transfers the fuel to drain valve 13. Drain valve 13 is a 3-way type of spool valve actuated by solenoid 14 by means of plunger rod 15 which is connected to the spool element ofvalve 13. Conduit 12 has positioned therein a suitable flow controller 16 for regulating the discharge of fuel from source 10. When the fuel metering device is not operating, the spool element of valve 13 is in a position which permits the flow of fuel through valve 13 to conduit 17 where it passes to a fuel injection system 18. Sufficient fuel is pumped into engine 11 through conduit 19 to permit its continuous operation. The remainder of the fuel entering fuel injection system 18 is then by-passed through conduit 20. This portion of fuel ows through conduit 20 to ller valve 21, which like valve 13 is a 3-way, spool type of valve actuated by solenoid 22. When the fuel metering device is not functioning in its intended use, the fuel fiows through valve 21 and conduit 23 to a point of conuence with conduit 17. Thus this recycling portion of iiuid is admixed with fuel flowing in conduit 17 and returned to injection system 18 for use in engine 11, or continues to be recycled through by-pass 20. Forming a part of the fuel supply and metering section is beam balance 24 which in the non-operative position is tilted as shown in the drawing. One side of the balance is fitted with a suitable fuel receiver 25 which serves to hold the definite amount of fuel consumed during the fuel consumption phase of engine testing. To permit beam balance 24 to assume the tilted position shown in spite of receiver 25 resting on the balance, the balance is suitably counter'- weighted. Entering into receiver 25 is conduit 26 which, through the cooperation of filler valve 21, transfers that portion of the fuel which is recycling to receiver 25, and line 27 which permits the delivery of fuel from receiver 25 to drain valve 13 and thence to engine 11 through conduit 19 when the device is operating. Cooperating with the beam balance 24 is weight 28 which serves to control the specic amount of fuel transferred to the receiving vessel 25 and consumed during the fuel testing of the engine 11. This control is effected by positioning weight 28 on beam-balance 24, or removing it therefrom in response to signals received from the relay operated control section of the apparatus. The lowering and raising of the weight 28 is brought about by means of motor 29 which is operated in response to the above mentioned signals. This motor 29, in the embodiment shown in Figure l, has a single armature common to two (2) separate sets of eld coils 30 and 31, each controlling a direction of rotation of the armature shaft. Each coil which is shown schematically on the drawing is connected to a limit switch 32 and 33 which controls the amount of rotation of the motor 29, and thus the amount of travel of weight 28 which is atlixed indirectly to the periphery of disc 34 rotated by motor 29 by means of a flexible connector such as chain 35. Mounted on the face of disc 34 is pin 36 which opens the limit switch contacted thereby and stops the rotation of the motor 29. A solenoid whose action is suitably dampened by means of a conventional dashpot arrangement may be substituted for motor 29 and interconnected in the circuit in the manner described in U. S. Patent 2,571,695. Attached to and operated by beam balance 24 is mercury switch 37 hava ing a common terminal 38 and two (2) end terminals 39 and 4i). The terminals of the mercury switch are electrically connected to the relay-operated control section. rthis vmercuryswitch may .be of;an y suitable design; -it-.is preferred, however., lthat magnetically yoperated :mercury switches mounted nearithe beam balance 24E-tbe employed. ln this type of switch, .a small .magnet .mounteden an arm of the .balance actuates `small vanes .in the switches. This eliminates any electrical v.connections between the moving .beam balance and .the :electricaltcircuit to which the mercury switch is .connected fas .is Anecessary in the mercury switch! schematically :shown .in the drawing. Although the magnet .imposes a Nery Aslight .drag .onythe movement of the beam balance 224, `the 'tim-ing is always donc in the same direction ,and any .error-which might occur will ybe cancelled. The 4relay operated control .section which functions 4as .the .brainof the apparatus consist of live v() relays, 41 42 43, 44, .and 6&5 Whichinitiate, control and `terrninatethe sequence of o perationeperformed by the apparatus `during .its vfunctioning :as the means for measuring .fuel Aconsumption fin cooperation with the other lelement-s :of the combination. ,For convenience and .economy-obtained .by-.avoidiugrthe -use of speciiically designed relays, all -.0f it-hese relays may be, as shown in the drawing, .double pole, double :throw relays with thecontacts ina normally closed position which is the position assumedfbythe contacts :when the operating mechanism is de-energized as shown in the drawing. If all double pole, double throw relays are used, there are several poles whichare notconnectedin the circuit. the embodiment .shown in Figure 2, the non-operative connections are designated as poles 46, 47,48, 49, and 50. The .coils of theserelays are.energizedgenerally.bymeans of .a standard 60cycle, .L10-120 volt powersupply which is supplied to the apparatusthroughelectrical connections 5l and 52. Asa safety feature, fuse 53 is serially connected in the power line '52. This-line has also disposed therein a mainswitch 54 and a pushbutton type .ofswitch S5 which controls the owfof current `through .thatpart of the relay circuitlconnected to v'line 5.6. Thepushbutton is generally a remote -control device located .on Vthe panel .of the test apparatus vfor convenience. Additional accessories which makeup the power supply and recording section .is the revolution counting .and recording mechanism which consists :of the :timer 57A .transmitter 57B, which is directly connected to .engine v11A-and counter 57C which makes manifest the number of revolutions which the engine has turnedduringthefuel vtesting-cycle. The transmitter V57B -and counter-57C, Yelements of the counting mechanism, are electrically .connected through points X-X located on each element of .the counting mechanism. Power `to loperate the .revolution .counting mechanism may rbesupplied :from a separate D. C. power source through flines 58 as shown, orQmay be. provided through the main source of'supply after proper rectication.

rl`he cooperation between theseveral .component yparts of the apparatus will be better understood by describing in detail the operationof the network elements during a complete .cycle ,of operation.

in the idle position, as it has been pointed out, weight 28 on ,the beam balance 24 andthe beam `balance is tilted as shown. The fuel receiver is in an up position. After the main switch 54 has heenclosed ,to initiate'the sequence of steps which tresults in @the determinationof themassow rate, pushbutton .55.isoperativelyconnected between lines 52 and 56. .To expedite the initiation ,of the cycle, it is v.preferred .that pushbutton be vspringloaded to permit its .return to a normally oi position, once the forces employed Ato '.close :this switch :have .been removed. During `the instant that .pushbuttonSS 'completes the .circuit .between lines 52 Vand 56, current ows inline Se :through sthe normally :closed :contact '59 and pole on relay 45 and back lto the :coil on relay :4.1 through lines foil `and vv151'. 'Relay .L41 A.being energized causes contacts 62 and 62 to engage ypoles 63 and 64 respectively, thus shorting out the pushbutton 55. This permits the pushbutton 55 to be disconnected from the circuit without de--energizing relay 41 because of the current liow from line 52 across contact 62 and pole 63, and through line 56 back to line 56. A portion of the current flowing in line 6l continues through line 65 and energizes solenoid 22 either directly or by means yof time delay relay 66, opening filler valve 2l. In this energized position, iiiler valve 21 diverts rthe ow .of Afuel from conduit 23 .to conduit 26, the terminal end of which is disposed within fuel receiver 25. Receiver 25 ,now slowly lls with 'fuel until the weight of Jr'uel discharged into the receiver is suiicient to over-balance the weight 28. This over-balancing causes the beam balance 24 to tilt the other way lowering receiver 25.

Mercury switch 37 now interrupts the continuity between terminals 38 .and 40 of the .mercurytswitch which heretofore were in ari-.open circuit, .and makesconneetion between mercury switch terminals vtand 59. Anportiou of the current from .line-65 passes through line .67 across terminals .38 and .39 to line 68 which is connected yto terminal 391m point A vas indicated. The .current flows through :the normally closed contact 69 .andrpole 7010i relay 45 .andnorrnally `closed contact 71 and -pole f7.2 tot relayd by way .of line .'73 to solenoid 14, and through the coil of relay .412.via line 74, thus energizing yrelay 42. With solenoid 14 being energized, the position of the spool ,element of .drain valve 13 1is fshifted, .changing the path ofthe .fuel flow .so .that Vthe fuelis now vfed-to the injector system 18 from lthe receiver 25 through conduit 27 and drain valve .13 '.to conduit .17.

In .this-phase of the cycle, the engine 1-1 is .consuming fuel being delivered solely from A.the receiver 25, but does not deplete this fuel supply `entirely at this time. The loss .of .weight from the receiverside .of the balance, due to the ffuel being consumed from :the receiver .25, results in .anoveubalancing ofthe `beam balance 2d by weight 28. This tilts .the balance and :the mercury switch @again disconnecting .terminals 38 and 39, and completnig .the circuit yfrom line 67 to line .7.5 through .mercury `switch terminalsi vand fri-tl. 'Electrical connection between line 7-5 and terminal 49 is made through .point lB yas indicated. Relay 42 having 'been energized, as'above described, rcmainsenergized `because'thellow of current to line 73 is now 'from line Sothrough contactr59 and pole 60 of relay 45 to line '76 and contact 377 and .pole 7g-of irelay .42. This permits current toflow in 4line 75 :through the normally :closed cont-act 79 and pole 8l) of relay 44'viallne- 81 to contact 82 and'pole y#i3-of :relay 42. :Because relay 42 lis energized, contact 82 engages pole 33:01? yrelay 42. Pole 33 is connected :to line 84. The resultant .llow of current in line 84 :is multifunctional in elect: :(l) it energizes the coil of relay 43, (2) it starts the timer A'57 by passing through pole 64 and Contact 62 of relay 41 to line 82 and thence to the timer, (3) it energizes the electrical relay'in line 82, which is the operation of -therevolution counting mechanism, (4) it 3flows `through line :84 to the limit switch 32 of the motor 29, thusraising the weight. These -foureffects are, of course,carred out simultaneously. As `the weight'ZS is removed, the :balance under the weight of the `receiver 25 and the fuel-remaining thcrein tilts and the receiver side of the balance 24 descends.

The balance 24 having tilted-down on the receiver side, the ycontinuity between terminals 3S and 49 of mercury switch'3'7fis ydisrupted and contact is -made between mer-- cury switch terminals 3S and 39. As =a result the current ilows from line 67 4across terminals 3,8 and 39 'by way'of line -68 to `contact 69andpole 70 of'relay 45. 'It continues through line 85 to Contact 71 which vnow engages'p'ole due to the factlthat relay 43 has been energized as just described. This permits the lcurrent to pass to line 287 which interconnects pole 86 and the coil of relay 44 energizing 'relay 44. This Iis the -only change occurring in the circuit elements at this instant. The

engine continues to operate on thefuel being supplied from receiver 25, the clock 57 continues to run, Ythe revolution counting mechanism continues to operate, relays 41, 42, 43, and 44 remain energized. As the fuel supply in receiver becomes depleted by the engine, weight is removed from the receiver side of the balance 24 and the over-balancing originally provided in the balance 24 results in the lowering of the weight side of the balance, even though the weight 28 is not resting on the balance.

The tilting of the balance 24 again causes the mercury switch 37 to operate disconnecting terminals 38 and 39, and connecting terminals 38 and 40. The current flows from line 67 across terminals 38 and 40 continuing through line 75 to contact 79 of relay 44. Relay 44 being energized results in the joining of contact 79 and pole 90. This produces a flow of current in line 91. Line 91 being connected to the coil of relay energizes this relay. This causes contacts 59 and 69 to engage with poles 50 and 49, respectively, producing a discontinuity not only in the circuit from the mercury switch terminals 39, but also in lines 60, 65, and 67 as well as in the circuits which energize the coils of relays 41, 42, 43, and 44. As a result, these relays become de-energized and the clock stops. In additions, the two solenoids 14 and 22 operating the ller valve 21 and drain valve 13 become de-energized and these valves close. With relay 41 being de-energized, the normally closed contact 62 reengages pole 92. Current flows from line 52 through contact 62 and pole 92 to motor 29 by means of line 93 and limit switch33. While motor 29 is lowering the weight 28, limit switch 33 is closed. A portion of current which passes through the limit switch is sent through line 91 and is employed to keep the coil of relay 45 energized until the weight 28 is resting on the weight side of the balance 24. When pin 36 opens limit switch 33, the circuit to relay 45 is disrupted, de-energizing relay 45. The contacts on relay 45 return to their normal positions. The run cycle is thus completed and the apparatus reset to start again when the pushbutton is again pressed.

The manual timer switch 96 permits the use of the timer for other purposes when the apparatus is not operating and fuel is not being weighed. This switch would connect line 82 to power source 52 through normally closed contact 62' and pole 97 of relay 41.

An arrangement is also provided which will permit the determination of mass ow rate of fuel being consumed in an engine which does not have a by-pass injector such as is shown in the embodiment illustrated in Figure l. In this instant, all of the fuel entering into the fuel feeding system is consumed by the engine. To operate under these conditions, switch 98 which is serially connected in line 99, is provided. This switch when closed connects line 99 to line 65 which will permit ller valve 21 to operate in its functional capacity. When this type of operation is being carried out switch 100 in line 60, which is normally closed when a by-pass injector is used, is opened to permit the current fiowing through line 99 to exclusively operate the filler valve. Thus valve 21 will remain open until the receiver 25 has been filled with fuel and then close, discontinuing the flow of any additional amounts of fuel to the receiver for the remainder of the run.

From the foregoing description, it is seen that the relay operated control section of this invention enhances the effectiveness of the fuel weighing device described in U. S. Patent 2,571,695 and permits the accurate, automatic, and rapid measurement of liquid flow by weight. Although the foregoing discussion is directed to the use of the subject apparatus as a means for measuring the fuel consumption Vof engines undergoing laboratory dynamometer test, it can also be readily adapted to the testing of pumps as well as the lling of containers with measured amounts of liquids. These and other uses of the instant invention, as well as the necessary modifications in the apparatus are considered to be within the scope of this invention.

What is claimed is: y

l. In a fuel metering device of the character described for automatically measuring fluid flow by weight, in combination with a main source of fuel supply, a fuel consuming prime mover, a conduit system interconnecting said source of fuel supply in said prime mover, an electrically operated ller valve, and an electrically operated drain valve disposed in said conduit system to control the ilow of fuel therethrough, an injection means for introducing fuel into said prime mover also disposed in said conduit system, a secondary source of fuel supply comprising a weighing scale, a double throw electrical switch means having a first and second poles switch operated by the oscillations of said weighing scale, to control the current ow in the hereinafter mentioned control section, a receiving vessel for holding a secondary source of fuel sup ply supported on said weighing scale, a reciprocating weight cooperating with said scale, and an electrically operated means for effecting the reciprocation of said weight, an electrical source of power supplying current to an electrical network contained in said device, and an electrically operated recording section, a control section which comprises a plurality of electromagnetically operated relays, each of said devices containing an electrically energized coil which operates an electrical switch means, the rst of said relays having two normally closed contacts, a second relay having a normally closed contact and a double throw contact, a third relay having one double pole contact, a fourth relay having one normally open contact and one double throw contact, and a fifth relay having a normally open contact and a double throw contact, circuit means connecting one of the normally closed contacts of the first relay cooperating with the double throw contact of the second relay to open said drain valve, the other normally closed contact of the first relay cooperating with the double pole contact of the fourth relay to open said filler valve and energize the coil of the fifth relay, said double pole contact of the fourth relay also functioning to close said filler valve, circuit means connecting the double throw contact of the third relay cooperating with the normally open contact of the fourth relay to energize the coil of the second relay, to initiate the ow of current to said means for reciprocating thereby effecting the raising of said weight, and further cooperating with the normally open contact of the fifth relay and the normally open contact of the fourth relay to initiate the flow of current to said recording section, the coil of the third relay being energized by said one of the normally closed contacts of the first relay cooperating with the double throw contact of said second relay to initiate the ow of current through the coil of the third relay, the coil of the first relay being energized by the double throw contact of said third relay initiating the iiow of current through the coil of the rst relay, whereby the coils of the second, third, fourth, and fifth relays are de-energized and current ilow is initiated through the double throw contact to the said means for reciprocation thereby causing said weight to be lowered.

2. In a fuel metering device of the character described for automatically measuring fluid flow by weight, in combination with a main source of fuel supply, a fuel consuming prime mover, a conduit system interconnecting said source of fuel supply in said prime mover, an electrically operated ller valve, and an electrically operated drain valve disposed in said conduit system to control the flow of fuel therethrough, an injection means for introducing fuel into said prime mover also disposed in said conduit system, a bypass conduit connected with said fuel injection means and said conduit system, a secondary source of fuel supply comprising a weighing scale, a double throw electrical switch means having a rst and second poles switch operated by the oscillation of said weighing scale to control the current flow in the herein after mentioned control section, a receiving vessel for holding a secondary source of fuel supply supported on said weighing scale, a reciprocating weight cooperating aritmie with said scale, and an electrically opeiatedgnreans for effecting the reciprocation of ls.ai'd'weif,`1ht, `an 'electrical source `of power supplying current vto an `electrical 4nntwork containedin said device, ,and an electrically operated recording section, 'a 'control section which comprises a plurality of electromagnetically operated relays, each of said devices containing an electricallyjenergized coilwhich operates an electrical switch means, the rst of said relays having two normally closed contacts, a second relay Ahaving a normally closed contact anda double-throw contact, a third relay having one double ,pole Contact, a fourth relay `having two ynormally open contacts, a Jdfth relay means having one normally open 'contactand Aone double throw contact; circuit means connecting one ofthe normally open lcontacts ofthe rst relay controllingk the ilow of lcurrentto open said tiller valve, and 'energize the coil ofthe'fth relay, Vcircuit means connecting 'the other -ol the normally closed contacts of thelirst relay in cooperation withtheiiirst-pole ofsaid double-pole switch controlling the flow of eurrentthrough the double pole Contact of the ysecond relay to energize :the coil of the fourth relay, to initiate the llow of current tto 'open rsaid drain valve, circuit means connecting the double throw Contact ofthe third relay 'in ycooperation with the second 'pole of said double pole switch initiating the itlow of current 'through the ldouble throw contact ofthe Afiourthrelay to energize the coil ofthe second relay, `to initiate theilow of vcurrent to the means lfor vreciprocation thereby effecting the raising of said weight, and further Acausing current yto LPlow tirroug'hthe-donle'yole contact of'the 'fthrelay to said recording sectionythe'doublehrow contact of'the ysecond re'lay'also ffnnctioningtoinitiate fthe flow of current from the lirst 'pole of said ldouble Ipole switch iin' cooperation with ksaid fone Lof the-normally closed -contacts of first relata, to Aenergize the I*coil :of -the `fourth relay, lcircuit means connectingthe, 'flotble throw contactfof the `third relay initiating the current *flow from the second vgole of said ydoulile pole switch to Ienergize .fthe coil of vthe ylirst rlayywherehyfthe cils-ofthefsecond, third, ffourth, and fifth yrelays are deenergized,vfcireuit means connecting the doubletthrow contactrof the ffth relaylinitiating'theilow lof current to the means for vreciprocation thereby effecting the"lowering=of said weight, and controlling the fow Iof current :to tthe -coil of rthe first yrelay to 'maintain -it energized after fthe dotllile throw Contact of the third :relay loses control lof the `low of current and until |-the weight is lresting Aon the weighing scale.

3. apparatusfin accordance with -claim 2 in ywhich the lrneans for reciprocation is faLreversible motor having separate fe'ld :coils ttocontrol fthe direction `of rota-tion :of a common armature.

'iRefemncesUited inthe :ille of :this patent 'UNITED 'STATES PATENTS 23109982 Longmate Oct. '22, $1946 22,571,695 Ellison m.' Oct. 16, '195,1 .2,672,7524 .Kent lMar. 23, 1954 

1. IN A FUEL METERING DEVICE OF THE CHARACTER DESCRIBED FOR AUTOMATICALLY MEASURING FLUID FLOW BY WEIGHT, IN COMBINATION WITH A MAIN SOURCE OF FUEL SUPPLY, A FUEL CONSUMING PRIME MOVER, A CONDUIT SYSTEM INTERCONNECTING SAID SOURCE OF FUEL SUPPLY IN SAID PRIME MOVER, AN ELECTRICALLY OPERATED FILLER VALVE, AND AN ELECTRICALLY OPERATED DRAIN VALVE DISPOSED IN SAID CONDUIT SYSTEM TO CONTROL THE FLOW OF FUEL THERETHROUGH, AN INJECTION MEANS FOR INTRODUCING FUEL INTO SAID PRIME MOVER ALSO DISPOSED IN SAID CONDUIT SYSTEM, A SECONDARY SOURCE OF FUEL SUPPLY COMPRISING A WEIGHING SCALE, A DOUBLE THROW ELECTRICAL SWITCH MEANS HAVING A FIRST AND SECOND POLES SWITCH OPERATED BY THE OSCILLATIONS OF SAID WEIGHING SCALE, TO CONTROL THE CURRENT FLOW IN THE HEREINAFTER MENTIONED CONTROL SECTION, A RECEIVING VESSEL FOR HOLDING A SECONDARY SOURCE OF FUEL SUPPLY SUPPORTED ON SAID WEIGHING SCALE, A RECIPROCATING 